Balking ring clutch



1944- c. D. PETERSON ET AL 2,339,512

BALKING RING CLUTCH Original Filed Nov. 28, 1939 3:3 I 55 52 50 L. A z F7 5 Patented Jan. 18, 1944 UNITED BALKING RING CLUTCH Carl D. Petersonand Albert E. Deimel,

Toledo, Ohio Original application November 28, 1939, Serial No. 306,526.Divided and this application June 27, 1940, Serial No. 342,766

Claims. (Cl. 192-53) This application is a division of applicationSerial No. 306,526 filed Nov. 28, 1939, now Patent No. 2,276,862, issuedMarch 17, 1942.

This invention relates to balking ring clutches, particularly forchange-speed transmission gearing, and has for its object a balkingringclutch embodying means for frictionally engaging the balking ring withthe friction ring or part with which it coacts with a force controlledby the difference in speeds between the two parts to be positivelyclutched together, and in proportion to the difference in speeds.

More specifically, it has for its object a balking ring clutch in whichthe balking ring is frictionally engaged with the ring with which itcoacts by a wedging action or by cam parts coacting inclined-planefashion in accordance with the differences in the speeds of the twoparts to be positively clutched together.

The invention consists in the novel features and in the combinations andconstructions hereinafter set forth and claimed.

In describing this invention, reference is had to the accompanyingdrawing in which like characters designate corresponding parts in allthe views.

Figure 1 is a fragmentary sectional view of one form of this balkingring clutch, the contiguous parts of the transmission gearing to beclutched together being also shown.

Figure 2 is a fragmentary sectional view of the balking ring andcontiguous parts.

Figure 3 is a fragmentary edge view of the balking ring shown in Figure2, the cam parts being also shown.

Figure 4 is a view similar to Figure 1 showing a slightly modified formof the cam parts of the clutch.

Figure 5 is a detail view of one of the cam rings shown in Figure 4.

Figure 6 is a diagrammatic view showing the operation of the balkingring.

I designates the shiftable section of the balking ring clutch, it beingshown as of double construction, and shiftable axially in oppositedirections from neutral position to clutch to a shaft, as 2, one or theother of the two gears 3, 4 of difierent gear trains for transmittingmotion to another shaft not shown. The section I is formed with clutchteeth, as internal clutch teeth 5 formed within annular portions 6, I onopposite ends of the section I, the shiftable section being shiftable inone direction, as to the left, to interlock the teeth 5 withcomplemental teeth 8 on the gear 3, and in the other direction fromneutral to interlock similar teeth 5 in the annular portion I with teeth9 on the gear 4. The alternate teeth of the two sets of teeth 8, 9 areshown as formed shorter than the remainder teeth to facilitate theinterlocking of the teeth 5 therewith. The section I is slidably splinedto the shaft 2 to rotate therewith. The section is also formed, hereshown as on the hub In thereof, with blocking projections II forcoacting with the balking ring.

I2 designates the balking ring, this being rotatable with the section Iand also relatively thereto, within limits, it being here shown asformed with internal passages I3 extending axially thereof for receivingprojections I5 on a ring I6 splined on the shaft 2,'and hence rotatableas a unit with the section I. The projections I5 are of less width thanthe passages I3 for permitting rocking movement of the balking ring I2relatively to the section I and the blocking projections II thereon. Theblocking projections II are of such width as to slidably fit passages I3when alined therewith, and to lap the balking ring on one side or theother of the passage I3, as seen in Figure 6, when the speeds of the twoparts to be clutched together are different. The passages I3 andblocking projec tions II are brought into alinement as the speeds of the.two parts to be clutched together cross. The balking ring I2 isprovided with a friction face I1 here shown as of comparatively steepconical angle, as 45, coacting with a complemental face on the gear 3 orgear 4 or on a ring I8 rotatable with the gear 3 or 4. As shown, thegear 3 or the hub thereof, which is provided with the external teeth 8is formed with a recess, the cylindrical wall of which is formed withinternal teeth or splines I9. The ring I8 has teeth interlocked with theteeth I9. The balking ring I2 is also located in the recess.

The cam means include two parts having surfaces coacting inclined-planefashion, when the two parts to be clutched together are rotating atdifferent speeds to thrust the balking ring axially with the axial forcecommensurate with or in proportion to the difference in the speeds. Inthe form shown in Figures 1, 2 and 3, these parts include rings 20, 2Isurrounding the hub 22 of the balking ring I2, which hub is formed by anannular recess in the ring, one of the rings having a cam projection 23and the other a complemental notch 24. The projection has oppositelyinclined cam faces and the walls of the notch are complementally formed.One of the cam parts frictionally coacts with the balking ring and tendsto lightly frictionally clutch the balking ring, and the other 2|rotates with the section 3, it being here shown as formed-withperipheral teeth 25 interlocked with the teeth or splines IS. The partsare held assembled and engaged by a lock ring 26. Owing to the cams orinclined planes 23, 24, the friction is increased between the rings I2and I8, due to a slight axial thrust imparted to the ring 20,preliminary to clutch engagement. This is due to the fact that thedriving member and the gear 3 or 4 are rotating at different speeds.This slight axial thrust is in proportion to the differences in speedand hence additional throw-out or friction engagement at I! is inaccordance with the differences in speed. Initially when the balkin ringhas taken up all the lost motion between the tooth I 5 and the sidewalls of the recess I3. 21 slippage occurs between the ring 20 and thebalking ring I2. As the speeds cross or approach each other, this axialthrust becomes less. The friction between the balking ring and the ringI8 is for the purpose only. and is sufficient only, to rock the balkingring and not transmit torque. The balking ring has no appreciablebraking or synchronizing effect. but on the contrary, the ba king ringis dragged to locked position during differential speeds and is draggedback to unlocked position, as the speeds cross, due to acceleration ordeceleration of the engine driven shaft in accordance with whether ornot the shift is a down shift or an up shift.

In operation. the shaft 2 is the drive shaft or the shaft actuated bythe engine, and assuming the gear 3 is to be clutched to the shaft 2 torotate therewith. shiftin of the clutch section I to the left brings thebalking projections II into a position on one side or the other of thepassages I3, balking com lete shifting in to interlock the clutch teeth5 w th the teeth 8. as the balking ring has been rocked (Figure 6) bythe drag of the balking rim I2 on the ring l8, so that the balking ringI2 and the blocking pro- .iections II with the projections I5 occupy therelative position shown in broken lines, it being understood that thefriction face of the balking ring I2 is normallv frictionally en a edwith the friction face of the rin I8. due to the assembly of the rin s20. 2|. When the shift is initiated and the shifting in bl cked. thegreater difference in the speed the greater axial pressure applied tothe balkin ring I 2, and the greater the pressure between the frictionrin I2 and the ring I8. because one ring 20 or 2| tends to rock or turncircumferentially relatively to the other, and cause the inc ined-planes rfaces of the projections 23 and the notch 24 to slide. one on theother, and thrust the balking ring I2 axially and cause its frictionface to eng e the ring with a value commensurate with the speed. As thespeeds cross. as bv deceleration of the shaft 2. when. a shift is beingmade up or acceleration when a shift is being made down into a lowerspeed. or when the driven element 3 is accelerated under someconditions. as when the road speed of the vehicle becomes greater thanthe engine speed. as when coasting. the balking ring, due to itsfrictional drag. assumes a position wherein the projections I I arealined with the passages l3 of the balking ring. so that the shifting incan he completed. This occurs when the speeds of two parts to beclutched together cross.

In the form shown in Figure 4, the inclinedplane faces or cam faces 30.3| are provided on rings 32, 33, the ring 32 being interposed betweenthe ring 33 and an additional ring 32 which is interposed between thering 32 and the balking ring, and here shown as rotatable with the gear3, the ring 32 being frictionally engaged with the ring 32 and hence isfree to slip' relatively to the ring 32 and the balking ring is free toslip relatively to the ring 32. These rings are held assembled to thebalking ring and section 3 by a. lock ring similar to the lock ring 26.The ring 32 is split and normally sprung or expanded slightly radially,and hence contracted under tension when assembled in position on thebalking ring, and therefore tends to expand and cause the faces 30, 3|to slide radially or wedge inclined-plane fashion one on the other, andtransmit an axial thrust on the balking ring, owing to the fact that thefaces 30, 3I extend in a general radial direction. Owing to these camfaces and the tension in the ring 32, the balking ring has, in effect, aslight spring pressure behind it.

In the operation of the clutch shown in Figure 4, the normal engagementof the rings 32, 33 thrust the balking ring initially axially withsufficient force to engage its friction face, so as to cause the balkingring I2 to rock into a position analogous to that shown in dotted linesin Figure 6 when the speeds are differential, and this frictional forceis increased or commensurate with the speed of the shaft 2, as thegreater the speed the greater the centrifugal force, andhence greaterthe expansion of the ring 32 and greater the end thrust, due to the camfaces 30 and 3|.

In either the form shown in Figures 1 and 3 and Figure 4, the coactingcam faces of the projection 23 and notch 24 (Figure 3) or the radial camfaces 30, 3I of the rings 3|, 32 (Figure 4) create an axial thrust onthe balking ring, which causes the initial drag at I! of the balkingring I2 on the ring I8.

What we claim is 1. In a balking ring clutch, the combination withdriving and driven toothed sections, one of which is shiftable axially,a balking ring rotatable with one of said sections and also relativelythereto, within limits, and frictionally coacting with the other sectionand having means for blocking the'axial shifting of the shiftablesection, when the sections are rotating at different speeds, means forpressing the balking ring axially into engagement with the other sectionincluding coacting cam parts having cam faces arranged to coact inclinedplane fashion during rotation of the driving and driven sections and toexert an axial pressure against the balking ring.

2. In a balking ring clutch, the combination with driving and driventoothed sections, one of which is shiftable axially, a balking ringrotatable with one of said sections and also relatively thereto, withinlimits, and frictionally coacting with the other section, and havingmeans for blocking the axial shifting of the shiftable section, when thespeeds of the sections are different, means for pressing the balkingring axially into engagement with the other section including cam parts,means by which said cam parts partake of the rotative movement of theother section and the balking ring respectively, said cam parts coactinginclined-plane fashion and operable at differential speeds to thrust thebalking ring axially, one of the cam parts being formed with a camprojection extending parallel to the axis of the balking ring, and theother with a notch for receiving the projection, the projection and thenotch having side walls coacting inclined-plane fashion.

3. In a balking ring clutch, the combination with driving and driventoothed sections, one of which is shiftable axially, a balking ringrotatable with the axially shiftable section and also relativelythereto, within limits, and frictionally coacting with the othersection; of means for pressing the balking ring into engagement with theother section including frictionally-coacting, opposing,axially-thrusting cam parts interposed between the balking ring and saidother section and operating upon rotation of the driving and drivensections to press the balking ring into frictional engagement with theother section with a force in accordance with the rotative speedspreliminary to engagement of the clutch sections.

4. In a balking ring clutch, the combination with driving and driventoothed sections, on of which is shiftable axially, a balking ringrotatable with the axially shiftable section and also relativelythereto, within limits, and frictionally coacting with the othersection; of means for pressing the balking ring into engagement with theother section including frictionally-coacting, opposing,axially-thrusting cam parts interposed between the balking ring and saidother section and operating upon rotation of the driving and drivensections to press the balking ring into frictional engagement with theother section with a force in accordance with the rotative speedspreliminary to engagement of the clutch sections, one of said cam partsbeing a split ring expansible radially outward to act inclined-planefashion on the other of said parts.

5. In a balking ring clutch, the combination with driving and driventoothed sections, one of which is shiftable axially, a balking ringrotatable with the axially shii'table section and also relativelythereto, within limits, and frictionally coacting with the othersection; of means for pressing the balking ring into engagement with theother section including frictionally-coacting, opposing,axially-thrusting cam parts interposed between the balking ring and saidother section and operating upon rotation of the driving and drivensections to press the balking ring into frictional engagement with theother section with a force in accordance with the rotative speedspreliminary to engagement of the clutch sections. the cam parts havingfaces extending in a general direction radially relatively to the axesof the clutch sections and coacting inclined-plane fashion, one 0! theparts having an outward radial action during rotation. a

CARL D. PETERSON. ALBERT H. DEIMEL.

